Train-operating system.



I. S. DOWNING.

TRAIN OPERATING SYSTEM.

APPLICATION FILED AUG.3I. I915.

Patented Nov. 28, 1916.

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IRA S. DG'WNING, OF INDIANAPOLIS, INDIANA.

TRAIN-OPERATING SYSTEM.

Application filed August 31, 1915.

To all whom it may concern Be it known that I, IRA S. DOWNING, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented certain new and useful Improvements in Train-Operating Systems, of which the following is a specification.

The invention relates to train operating systems, and particularly to that class of devices for signaling the engineer in the locomotive cab and for setting the emergency brakes when occasion arises, and has for its principal objects the provision of an apparatus wherein a single operating rod controls both the signaling apparatus and the braking apparatus; the provision of a system wherein the operating rod extends from one extreme end of a passenger coach to the other and may be operated from either platform or any intermediate point within the car; the provision of a device wherein movement of the operating rod in one direction operates the signal mechanism, while movement in the other direction operates the brake mechanism; the provision of a device wherein there will be no confusion in its operation as is the case where a double signal rope system is used, and the provision of a device wherein the parts are rigid and constructed of metal and not subject to the upkeep expense experienced in the rope operated devices which are subject to considerable wear and become out of order. The device has the further advantage that its action is positive. Where rope has been used heretofore it has become shortened by moist weather and occasionally erroneous signals have been given, due to this cause. The rope has been entangled with other objects and signals given or the brakes applied in this manner, to the detriment of the passengers. The construction about to be described is made of metal and is therefore rigid and not subject to the defects inherent in the rope construction. One embodiment of the invention is shown in the accompanyin drawings, wherein- Fig. 1 is a longitudinal section through an end portion of a car; Fig. 2 is a transverse section on the line II-II of Fig. 1; Fig. 3 is an enlarged front view of the valve and operating apparatus, taken on the line III-IH of Fig. 1, and Fig. 4 is a side elevation of the apparatus shown in Fig. 8.

Referring to the drawings, 1 is a passen- Specification of Letters Patent.

Patented Nov, 2%, 1916.

Serial No. 448,185.

ger coach, 2 is the lavatory compartment in the coach, wherein the valve mechanism is located, and 3 is the front partition wall upon which the valve apparatus is mounted. An operating rod 1 extends throughout the length of the car and projects through the ends thereof as at 5. The operating rod is supported by the ends 6 of the car and a series of spaced brackets 7, one of which is shown in Figs. 1 and 2. The partition 3 also furnishes a bearing for the rod, as the rod extends through such partition.

An operating handle 8 is mounted upon the rod 4, adjacent the ends 5 outside of the car and adjacent each bracket 7 within the car. The handle 8 consists of two oppositely extending levers adapted to normally lie in a horizontal position. If lever marked Signal is pulled downward the rod 4: will be rotated clockwise, and if the handle marked Brake is pulled downward the rod l will be rotated counter-clockwise.

Referring to Figs. 8 and 1, a brake valve 9 and a signal valve 10 are mounted back of the partition 3 within the compartment 2, and are supported upon the partition. When the valve 9, which is connected with the train line 11 by means of the pipe 12, is opened the emergency brakes are set, and when the valve 10, which communicates through the pipe 13 with the signal whistle (not shown) located in the locomotive cab, is opened the signal whistle will be blown.

It is the object to operate both valves independently of one another with the single operating rod 1, by simply pulling down on the desired lever, or by simply rotating the rod 4 in one direction to operate one valve, and in the opposite direction to operate the other valve. This is accomplished by the following arrangement of the valves and their connections with the operating rod 4. The brake valve 9 is normally held closed by the helical spring 1 1 which is attached at one end to the car 1 and at the other end to a lever 15 carried by the valve stem 16. The valve stem 16 projects forward through the partition. 3 and has secured on the end thereof a crank arm 17. A crank arm 18 hinged to the rod l projects downwardly toward the crank 17, and the two crank arms are connected by the link 19 which is provided with a slot 20 in which the pivot pin 21 carried by the crank 17 may slide. The opposite end of the link 19 is forked and is pivoted to the crank 18 by means of the pivot pin 22.

With the parts in the position shown in Fig. 3, if the handle marked Signal is pulled down the link 19 will move to the left and the pin 21 will slide in the slot 20. No movement of the crank 17 will result from such operation. But if the handle marked Brake is pulled downward the rod 4 will be rotated anti-clockwise and the link 19 will be moved toward the right, pulling the crank 17 with it, so that the valve 9 will be opened against the tension of the spring 14 This operation will result in the application of the brakes. When the handle or lever marked Brakes is released the spring ll will automatically close the valve and return the rod 4 to neutral position as shown in Figs. 2 and 3.

The signal valve 10 is provided with an operating crank 23 to Which is attached a helical spring 24 which is secured at one end to the car. This spring tends normallyto hold the valve closed as shown in Fig. The operating rod 4 is provided adjacent the rear of the partition 3 with a crank arm 25 25 which is'connected with the crank arm I means of a link 26. The link 26 is provided with a slot 27 in which slides the pivot pin 28 carried by the crank arm 25.

Referring to Fig. 3, it will be seen that it the handle marked Signal is pulled downward the rod 4 will be rotated clockwise and the crank 23 rotated similarly against the tension of the spring 24, thereby causing the opening of the signal valve, which will result in the sounding of the signal in the 10- comotive cab. When the handle is released the rod will be returned to its neutral position by the spring 24. It will be seen that the operation of the valve 10 in no way affected the valve 9, due to the lost motion connection between the rod and the valve. Similarly the operation of the brake valve by pulling doWn the lever marked Brake will in no way affect the operation of the signal valve 10, on account of the lost motion connection between that valve and the Copies of this patent may be obtained for five cents each,

vention, and

rod 4:- Each valve is therefore operated independently by a single operating rod, and the confusion and extra expense resulting from the necessity of having two operating ropes is eliminated.

To further distinguish the operating levers, one may be painted red and the other black. It is obvious that many changes may be made in the details of the construction without departing from the sp it of my inthe invention is not limited to structure herein described and the specific illustrated.

What I claim is 1. A train operating system comprisin signal valve, a brake valve, an operating rod, connections between the valves and the rod, means whereby the rod may be rotated in either direction to operate one valve or the other, the said means comprising a pair of oppositely disposed hand levers extending at substantially right angles to the rod 2. A train operating system comprising in combination a signal valve, a brake valve, means for normally holding the valves in closed position, crank arms for the valves adapted to be rotated in opposite directions to open the valves, a single operating rod for the valves, and lost motion connections between the operating rod and the valves whereby operation of the rod in one direction opens one valve without operating the other valve.

3. A train operating system comprising a rod extending longitudinally of the car and provided with spaced handles whereby the rod may be rotated in either direction, a brake valve for controlling the operation of the brakes, a signal valve for controlling the operation of a signal, and connections between the valves and the rod whereby rotation of the rod in one direction actuates one of the valves and rotation in the other d irection actuates the other valve.

IRA S. DOXVNING.

by addressing the Commissioner of Patents,

Washington, I). C. 

